Means for introducing a pressurized fluid into an internal combustion engine combustion chamber through the spark plug opening



Aug. 3l, 1965 A. cANDELlsl-z MEANS FOR INTRODUCING A PRESSURIZED FLUID INTO AN INTERNAL COMBUSTION ENGINE GOMBUSTION CHAMBER THROUGH THE SPARK PLUG OPENING Driginal Filed March 4, 1960 0 M f 2 A i #ya ki mi W l f /0 /wv// H w il. w l VN. n/m// w www A T TORNE y l operation.

United States Patent O MEANS FOR INTRGDUCING A PRESSURIZED FLUID INTO AN INTERNAL COMBUSTION EN- GINE COMBUSTION CHAMBER THROUGH THE SPARK PLUG DPENING Alfred Candelise, Flint, Mich., assignor to General Motors Corporation, Detroit, Mich., a corporation of Delaware Application May 24, 1961, Ser. No. 112,449, which is a division of application Ser. No. 12,857, Mar. 4, 1960, now Patent No. 3,073,298, dated Jan. 15, 1963. Divided and this application Feb. 4, '1963, Ser. No. 255,749

3 Claims. (Cl. 313-420) This is a division of my copending application Serial No. 112,449, entitled Means for Introducing a Pressurized Fluid Into an Internal Combustion Engine Combustion Chamber Through the Spark Plug Opening, tiled May 24, 1961 which in turn is `a division of my application Serial No. 12,857, entitled Means For Burning Hydrocarbons in an Internal Combustion Engine Cylinder, tiled March 4, 1960, now Patent No. 3,073,298.

The invention relates to a mechanism for more completely burning the hydrocarbons introduced int-o the cylinders of an internal combustion engine during engine It particularly concerns the 'burning of the hydrocarbons which normally remain in the unburned state for various reasons and pass out of the engine through the exhaust system.

During the operation of internal combustion engines of the type normally employed in automotive vehicles, for example, a charge of fuel and air mixture is introduced into an engine cylinder and is compressed. The charge is ignited and burning of the fuel takes place. It has been found that much of the fuel remains in the unburned state, however, `and is discharged through the engine exhaust system to the atmosphere. This particularly occurs during engine idling conditions. One of the reasons for the incomplete burning is that there is insuicient air within the combustion chamber to permit complete combustion of all of the fuel introduced. During engine idling the fuel-air cha-rge must be rich in fuel in order to ignite. Excess fuel is therefore provide for this purpose.

The unburned hydrocarbons which are discharged to i of carbon monoxide which was formerly present in the exhaust gases of such engines can :be substantially eliminated by complete combustion in this manner. eliminates an important danger to the occupants of such vehicles since it :is well known that carbon monoxideis poisonous and detection of its .presence in the passenger i section of the vehicle is not readily accomplished. The introduction of compressed air during the latter portion of the normal combustion period and continuing through at least portion of the power stroke also results `in lowering the temperature and amount of the exhaust gases left in the combustion chamber at the time of the intake This ' ample.

Valve opening, so that the volumetric etiiciencyof the i i be attained while utilizing a compressed air source driven 3,204,139 Patented Aug. 31, `1965 ice by the engine capable of continually delivering air at a minimum gauge pressure of 30 p.s.i. and in a rate range of 0.5 to 1 cfm. per engine cylinder while the engine is operating at idle and low speed conditions.

It has long been proposed to introduce air under pressure during the latte-r portion of the expansion cycle of engines of this nature in order to obtain additional power from the energy represented by the pressure of the air. It has also been known to introduce compressed air during the combustion portion of the cycle in order to augment the burning gases to give a second expansion and to permit the burning gases to heat the compressed air so introduced to increase the expansion of that air and thereby increase the power of -the engine. Systems of this nature are disclosed in United States Patents 1,430,480, Whaley and 1,904,755, Barthomew, for ex- The structure disclosed by these patents, however, did not yield suiciently satisfactory results to warrent their use. This was due to various reason including the type of air compressor mechanism used or availableto furnish the air and type of mechanism used to introduce the air into the engine cylinder at the proper time. A system of this nature requires a source of air under pressure which will deliver sufficient quantities at -sutiicient pressures to accomplish the desired results.`

Mechanisms embodying the invention to which my aforementioned applications are directed provide for the introduction of the air at positions relative to the combustion chamber and the fuel-air mixture contained therein which increase the burning eiciency of the fuel.

` They also provide fo-r proper timing of the air relative to the various cylinders of a multi-cylinder engine so that maximum benets from the introduction of the air into the combustion chambers may be realized. They include a -system having a source of air connected to an air timing and distribution mechanism which will distribute the air to each cylinder at the proper time and in the proper quantities, and also include structures for the introduction of air so timed into eac-h cylinder so as to provide improved air distribution characteristics within the cylinders. These structures include modified spark plugs and ttings which are utilized in conjunction with standard spark plugs. The present invention is particularly directed` to certain forms of theI modied spark plug structures clearly shown in the drawings wherein:

FIGURE 1 is a sectional view of the modified spark plug showing the associated air introduction mechanism;

`engine combustion chamber; and FIGURE 4 is an end View of the air outlet end of the mechanism of FIGURE 1 a-s viewed in the direction of arrows 4-4 of that figure.

The air injection system described in my copending application is discussed in connection with a V-8 type engine having parallel banks of cylinders. The engine is provided with any well known fuel-air induction system and exhaust .gas system. Each cylinder is provided with a modified spark plug which ignites the fuel-air mixture in the cylinder combustion chamber in the well known manner as well as providing for air injection. The spark plugs i are connected to ignition wires and to distributor, which may be ofany welliknown type, for properly timing the ignition sparks of the various spark plugs. As is the common practice, the distributor driven in timed relation with the engine crankshaft. `A source of compressed air is provided in the said system which may be driven by the engine. Conduits deliver air from the compressed air source to a rotary air distribution and timing valve mechanism which is mounted adjacent the engine and driven in timed relationship with the engine combustion cycles. From the rotary valve mechanism the compressed air is delivered by .separate pressure lines to each combustion chamber through an air manifold along each bank of cylinders which in turn distributes the compressed air to the modified spark plug air injector means. This invention has to do with the air injector means which will now be described.

FIGURE 1 shows one form of the air injector means. A spark plug, used to ignite the fuel-air mixture in the combustion chamber, is also used to introduce compressed air int-o the engine cylinders. In this form the compressed air is introduced through the interior of the Spark plug with the air connection being made adjacent the spark plug terminal. A check valve is provided as an integral part of the spark plug.

The spark plug 4 includes a terminal 6 and an insulation shell 8, a metallic shell in which the insulation shell is mounted, an inner electrode 12, an outer electrode 14, and various elements providing an electrical connection from the terminal 6 to the electrode 12 through the insulation shell 8. The terminal 6 is adjacent to a fitting 16 to which an air line (not shown) from the rotary distribution valve may be attached as provided for in my other applications. In the construction illustrated, fitting 16 is providedwith an annular flange section 18 through which the lower portion of terminal 6 extends in order to attach the fitting `to the main body of the spark plug. A valve seat member 20 is provided with interior threads into which the lower end of terminal 6 is threaded to hold fitting 16 and the terminal in place. This arrangement also electrically connects terminal 6 to member 20. Gaskets 32 and 34 are provided on either side of the fitting flanged section 18 to prevent leakage of air. Fitting 16 has a passage 36 which connects with the terminal-receiving opening in llanged section 18. Terminal 6 has a longitudinal passage 38 and a radially extending passage 40 which conduct air from fitting 16 to the interior of valve seat member 20. The lower end 42 of the valve seat member is provided with a conical section inner surface 44 of which acts as the seat for check valve 46. Passage 48 in member 20 connects terminal passage 38 with one side of the valve 46. A spring seat 50 is formed on the interior surface of passage 48 and a coiled compression spring 52 is received on the opposite side of seat 50 from the valve 46. Details of this portion of the structure are best seen in FIGURE 3. Spring 52 acts against spring seat S4 which is attached to valve 46 by rod 56 so that the spring urges valve 46 to the closed position against surface 44. Spring seat 54 is provided with several openings 58 through which air may pass during the operation of the mechanism. Valve 46 is illustrated as having a cup formation with a tapered section 60 mating with surface 44 of valve seat 20. The valve is also provided with a generally cylindrical portion 62 which extends below the end of valve seat 20 and into valve chamber 64. Apertures 63 are formed in the walls of portion 62 to permit air flow beyond the valve when the valve is fully opened in the position illustrated in FIGURE 3. Charnber 64 is formed in sleeve 66. This sleeve acts as a mount for member 20 and also as an electrical conductor for the electrical operation of the spark plug. Valve seat member 20 is threaded into the upper end of sleeve 66. Valve chamber 64 is connected to a passage 68 leading through sleeve 66 to conduct compressed air which passes member 20 onward into the combustion chamber. The reduced end 70 of sleeve 66 is secured within the insulation shell 8 and passage 72 is sealed by a seal 74. The upper end 76 of inner electrode 12 is flared at 78 to extend into passage 72 and locate the position of the inner electrode in the insulation shell 8. Tubular member 80 is secured within the passage 68 of sleeve 66 in a suitable manner such as by press fitting or brazing. An enlarged head 82 is provided at the lower end of member and this head engages the flared end 78 of electrode 12 to seal the `air passage provided by passages 84 and 86 through member 80 and electrode 12, respectively. The lower end of electrode 12 is provided with an enlarged head 88 at the terminal end of passage 86. Openings 90, 92, 94 and 96 are provided in head 88 so that they connect with passage 86 and extend angularly downward and outward. These openings discharge the compressed air into the combustion chamber of the engine. Although four openings are illustrated, a different number of openings may be used if desired. In the construction best seen in FIGURE 4 it may be noted that opening 94 discharges air so that it impinges upon other .outer electrode 14, thereby assisting in keeping that electrode clean and also having a cooling effect on it. The air discharged through the electrode openings passes into the combustion chamber in a conical spray pattern to provide effective air delivery.

The modification shown in FIGURE 2 is generally similar to the modication illustrated in FIGURE 1 but is somewhat simplified in construction. The spark plug terminal 98 is integrally formed with the air line fitting 100 and is threaded into the insulation shell 102. An air passage 104 connects with the valve spring chamber 106 contained within the shell 102 and the valve seat sleeve 108. Valve has a hollow stem 112 which is mounted for reciprocation in the closed end 114 of sleeve 108. A valve stern lguide 116 is secured within the sleeve 108. Valve spring 118 seats against a shoulder formed inside sleeve 108 and reacts against spring seat 120 which is mounted on the upper end of valve stem 112. Openings 122 are provided within spring seat 120 to prevent entrapment of air in the portion of chamber 106 occupied by spring 118. The lower end of chamber 106 underneath guide 116 is vented to the atmosphere through passage 124 i-n sleeve 108 and a mating passage 126 extending through shell 102. The closed end 114 of sleeve 108 is provided with a valve seat 128 against which the valve is urged by spring 118. Several orifices 130 extend through the wall of the hollow valve stern 112 immediately adjacent the valve seat 128 `so that air is available at the valve seat 128 to keep the seat clear of foreign matter when the valve is opened. Since air passing through orifices 130 is received within seat chamber 132 when the valve is closed, a larger area is provided on which the compressed air acts and tends to open the valve against the forces of `spring 118.

The outer electrode 134 of the spark plug is attached to the sprak plug metal shell 136 in the conventional manner. The inner electrode 138 is provided as a hollow tube which extends through and below the end of insulation shell 102 to a point adjacent the electrode 134 to establish the spark gap of the plug. The upper end 140 of the tubular electrode 138 is outwardly flared and in engagement with the lower end of sleeve 108 through a washer 142 to provide electrical contact from terminal 98 to the electrode 138.

When valve 110 is opened, air passes through passage 104 and chamber 106 into the hollow stern 112 of the check valve. The air then passes through orifices 130. When the valve is opened only a slight amount the air passes through chamber 132 and then through the inner electrode passage 144. As the valve is opened to the full extent, the air may pass directly from orifices 130 into the electrode passage 144. The air is discharged through the end 146 of electrode 138 and some of the air passes over outer electrode 134, tending to clean and cool that electrode. The outer electrode 134 also acts to break up the air flow and disperse the compressed air throughout the combustion chamber.

I claim:

1. A spark plug assembly for an internal combustion engine having means for introducing compressed air into the combustion chamber of the engine, saidspark plug assembly comprising a hollow insulation shell, u

a spark plug terminal for receiving the spark plug electrical lead and having an air inlet passage formed therein, said spark plug terminal being mounted within the upper portion of said hollow insulation shell,

6 minal ail inlet passage whereby air is injected in the combustion chamber through said center electrode.

3. A spark plug assembly for an internal combustion engine having means for introducing compressed air into a hollow center electrode extending into the lower end 5 the combustion chamber thereof, said spark plug assemof said insulator shell,

a check valve assembly between said terminal and said electrode comprising a check valve, a hollow valve stem connected to said check valve whereby air pressure passing from said terminal through said stem is applied against the check valve at the base of said stem,

an annular check valve chamber positioned adjacent said hollow valve stem and immediately above said check valve, said hollow stem having a plurality of guide means associated within said sleeve for supporting said stem for reciprocable movement,

an annular check valve chamber positioned adjacent said hollow valve stern and immediately above said check valve, said hollow stem having a plurality of 'J bly comprising a hollow insulation seal,

a spark plug terminal for receiving the spark plug elec trical leads and having an air inlet passage formed therein, said terminal being mounted within the upper portion of said insulation seal, said air inlet passage being in communication with the hollow portion of said seal,

a hollow center electrode extending into the lower end of said insulation seal,

a check valve assembly between said terminal and said orifices through the walls thereof in communication electrode Comprising a check valve having rusto' with said cheek valve chamber, said chamber being conical seating Surfaces and a hollow Supporting adapted to receive air through said orifices for apstem having abutment means at the end thereof, an plying air pressure against said check valve within said electrical Conductive Sleeve having a valve seat Po' chamber, 2O sitioned within said shell between said terminal and said check valve assembly being adapted to be opened Said electrode, the Stern of Said check valve being in response to air pressure supplied through said ter- Positioned Within Said Sleeve and said valve being minal air inlet passage whereby air is injected in the adapted to sealingly engage said valve seat, an ancombustion chamber through said center electrode. nhlal' check valve chamber Within said Sleeve Posi- 2, A spark plug assembly for an internal combustion tlOIlCd adjal'lt Said Stem and Said Valve Seat, Said` engine having means for introducing compressed air into valve forming a Wall 0f Said Chamber When in a the combustion chamber and the engine, said spark plug closed Position, said stern having a plurality of oriassombly comprising a hollow insulation shell, ices through the walls thereof whereby the interior a spark plug terminal for receiving a spark plug elecoi said stem and Said Chamber are in Communication trical lead and having air inlet passage formed therewith each other, said stern being in communication in, Said Spark plug terminal boing mounted Within with said air inlet passage whereby the said valve is the upper portion of said hollow insulation shell, said subjected to air Pressure at the base 0f Said stem, air inlet passage being in communication with the said chamber being adapted to receive air through hollow portion of said insulation Shell, said orifices whereby air pressure is applied against a hollow center electrode extending into the lower end said check Valve Within Said chamber,

of said insulation shell, gulde means associated with said sleeve for supporting a check valve assembly comprising an electrical consaid stem for reciprocating movement,

ductive sleeve within said hollow shell in electrical a compression coil spring about said Stem between Said contact with said terminal and said electrode and sleeve and said abutment rneans of said stem urging having a valve seat, the check valve to a closed position against the valve a check valve engageable with said valve seat, seat a hollow valve stem connected to said check valve Said check Valve assembly being adapted to be opened whereby air passing through said terminal to said ih reslcnse to air Pressure supplied through Said terstem is applied against said check valve at the base minal air inlet Passage whereby air is injected IltO thereof, the combustion chamber through .said center electrode and said spark plug.

References Cited bythe Examiner UNITED STATES PATENTS 2,059,257 11/36 orices through the walls thereof 1n communication 2,255,203 9 /41 {'vitetn g with said chamber, said chamber being adapted to 2,459,286 1/49 RabaZZan-t-g 313 120 X receive air through said orifices for applying air pressure against said check valve within said chamber, said check valve assembly being adapted to be opened in response to air pressure supplied through said ter- GEORGE N. WESTBY, Primary Examiner. 

1. A SPARK PLUG ASSEMBLY FOR AN INTERNAL COMBUSTION ENGINE HAVING MEANS FOR INTRODUCING COMPRESSED AIR INTO THE COMBUSTION CHAMBER OF THE ENGINE, SAID SPARK PLUG ASSEMBLY COMPRISING A HOLLOW INSULATION SHELL, A SPARK PLUG TERMINAL FOR RECEIVING THE SPARK PLUG ELECTRICAL LEAD AND HAVING AN AIR INLET PASSAGE FORMED THEREIN,SAID SPARK PLUG TERMINAL BEING MOUNTED WITHIN THE UPPER PORTION OF SAID HOLLOW INSULATION SHELL, A HOLLOW CENTER ELECTRODE EXTENDING INTO THE LOWER END OF SAID INSULATOR SHELL, A CHECK VALVE ASSEMBLY BETWEEN SAID TERMINAL AND SAID ELECTRODE COMPRISING A CHECK VALVE, A HOLLOW VALVE STEM CONNECTED TO SAID CHECK VALVE WHEREBY AIR PRESSURE PASSING FROM SAID TERMINAL THROUGH SAID STEM IS APPLIED AGAINST THE CHECK VALVE AT THE BASE OF SAID STEM, AN ANNULAR CHECK VALVE CHAMBER POSITIONED ADJACENT SAID HOLLOW VALVE STEM AND IMMEDIATELY ABOVE SAID CHECK VALVE, SAID HOLLOW STEM HAVING A PLURALITY OF ORIFICES THROUGH THE WALLS THEREOF IN COMMUNICATION WITH SAID CHECK VALVE CHAMBER, SAID CHAMBER BEING ADAPTED TO RECEIVE AIR THROUGH SAID ORIFICES FOR APPLYING AIR PRESSURE AGAINST SAID CHECK VALVE WITHIN SAID CHAMBER, SAID CHECK VALVE ASSEMBLY BEING ADAPTED TO BE OPENED IN RESPONSE TO AIR PRESSURE SUPPLIED THROUGH SAID TERMINAL AIR INLET PASSAGE WHEREBY AIR IS INJECTED IN THE COMBUSTION CHAMBER THROUGH SAID CENTER ELECTRODE. 